End post for railway cars



3 Sheets-Sheet l y w 56 Z L E \l W a 1 z F \LJH, m H w d a n a a 5 JP Oct. 6, 1936. M. P. BLOMBERG END POST FOR RAILWAY CARS Filed Aug. 17, 1934 Wham Oct. 6, 1936: M. P. BLOMBERG v 2,056,232

END POST FOR RAILWAY CARS Filed Aug. 17, 1934 5 Sheets-Sheet 2 =s llllllllllllV H lml Uct. 6,1936. M. RBLOMBERG 2,056,232

END POST FOR RAILWAY CARS Filed Aug. 17, 1934 3 Sheets-Sheet 3 151k fli llwg WIN fndrdb'r x/Uarlzn Pfilombe g.

$ 5k azzi/s Patented @ct. 39$

, rs STATES END POST FOR RAILWAY CARS Martin. P. Blomberg, Chicago, 111., ,assignor to Pullman-Standard Car Manufacturing Company, Chicago, 11]., a corporation of Delaware Application August 17, 1934 Serial No. 740,339

, 3 Claims.

This invention relates to end posts for railway cars, the principal object of the invention being to reduce weight to a minimum without sacrific ing strength; to provide a conduit or passageway extending from the car floor to the roof which is adapted to be used for various purposes; and to provide an end post suitable for use in car end constructions in which the end post is a part of vertical trapezoidal framework running longitudinally of the car substantially along the car center line.

Further and other objects and advantages will become apparent as the disclosure proceeds and the description is read inconjunction with the. accompanying drawings, in which Fig. 1 is a diagrammatic, perspective view of a railway car body embodying the invention;

.Fig. 2 is a fragmentary, vertical, sectional view through the vestibule unit connecting adjacent car sections;

Fig. 3 is a sectional view taken on the line 3-3 ofFig. 2;

Fig. 4 is a vertical, sectional view taken on the line 4-4 of Fig. 5, the view being compressed by breaking away intermediate portions of the end post; 1

Fig. 5 is a horizontal sectional view taken on the line 5-5 of Fig. 4; and

Fig. 6 is a perspective view of the end framework, with parts broken away for clearness of illustration.

The invention has been shown applied to a car section constituting a part of a streamline, multisection, articulated rail car, but the end post may be used in other car constructions and maybe variously modified within the scope of the appended claims which are to be construed as broadly as the prior art will permit.

In the embodiment of the invention chosen for illustration, the body framework departs from conventional car building practice by having, in place of an underframe, vertical trapezoidal framework running lengthwise of the car substantially along the car center line, this framework being of sufficient strength to carrya major portion of the car load. It comprises a rela:

tively deep center sill Ill, end sills II and I2,

door end posts l3 and I4 and I5 and I6 risin the box girder I9 to the upper portion of the center sill I0 and serve as .combined carlines, side posts and floor supports. The ribs are connected interiorly by a plurality of longitudinal framing members, such as a roof stringer 25, a deck stringer 26, a window header stringer 21, abelt rail 23, a side sill 29, and various other framing members including a plurality of floor stringers (not shown).

The car has a rounded belly formed by bars extending from the side sills to the bottom of the center sill, and the entire car is covered with a metal sheathing 3| except for window openings, door openings, etc. 1

In order that the weight of the car as a whole may be kept to a minimum, all of the structural elements are preferably formed of aluminum alloy, except for a few steel castings which are used where exceptional strength is desired. The parts made of aluminum are formed by the extrusion process wherever feasible, some parts, however, being cast due to their irregular shape.

The end posts which constitute .the subject matter of this invention are formed of a plurality of extruded aluminum alloy sections, these sections including a'pair of straight side sections 32 and 33, angular side sections 34 and.35, an outer, end section 36, and an inner, end section 31. All of these sections, with the exception of the latter, are provided with tongue and groove joints, such as indicated at 38, wherever the sections are joined together, and rivets passing through the tongue and groove joints hold'the sections together. This type of joint which is readily formed by the extrusion process, not only takes the shear from the rivets, but also furnishes additional strength to the post as a whole because of the double thickness of the joint.

The inner end section 31 is preferably secured to the straight side sections 32 and 33 by bolts 39 so that it may be readily removed in order to have access to the interior of the column. The interlocking tongue and groove joints are omitted for this section because of the fact that it must be slipped into place after the other sections have been securely fastened together.

The door end posts are secured to the end sills by cast brackets 40 which havea floor web 4| adapted to be riveted to the top face of the end sill and an upstanding wall 42 which corresponds in shape-to the box column end posts. The several sections which comprise the door end posts are riveted to the upstanding wall 42, as shown in Fig. 4, with the exception of the bar 31, which is held in place by bolts so as to beremovable.

In a like manner, the end posts are secured to the top anti-telescoping plates l1 and it by cast brackets 43, these brackets being substantially the same shape as the brackets 40. Gusset brackets 44 project over and are riveted to the upper, end post brackets 43 for rigidly connecting the box girder ID to the door end posts (see Figs. 4 and 6).

Adjacent car sections are connected by a vestibule unit, generally designated 45, which is mounted on a yoke 46 carried by the truck bolster (not shown) so that the vestibule unit -as a whole, has relative rotation with respect to the adjacent car bodies.

The unit includes a drum 4'! and floor 48, the former having openings which aline with the doorways at the ends of-the adjacent car sections. The drum has a certain amount of independent movement relative to the car truck because of a rubber pad 49 interposed between the vestibule floor and the yoke 48, and this movement is restrained by guide rollers, generally designated 50, which are yieldingly urged into engagement with the drum.

The section 36 of the door end post includes a web SI and a channel-shaped projection consisting of a base web 52 and flanges 53 and 54, the latter flange being interlocked by a tongue and groove joint with a flange I! of the side section 35. A plate 56, which is fastened to the flange 53, forms with the end post section 38 a trough-like recess in which the guide rollers are mounted, the individual rollers being guided in.

horizontal movement by guides 51 and 58 and comprising a roller 59 trunnioned in a holder 60 that is yieldingly urged into engagement with the drum by a spring 6|.

The channel formed by the web 52 and flanges B3 and 54 engages a correspondingly shaped lug 62 on the end sill and the'two parts are riveted together as shown in Fig. 5.

The inner end section 31 of the door-end post is crenelated in order to give the post additional stiii'ness. The section includes a db" .2 and flanges 83 and 64, the latter being bolted to the straight side sections 32 and 33 and constituting flanged reinforcements against bending.

The box column form of the post adapts it .for use as an air duct, a conduit for cables, electrical connections, pipes, and various other uses.

It will be observed that the end posts, when used with vertical trapezoidal framework of the type disclosed, are subjected not only to the usual but! and draft forces which tend to cause bending, but also to the bending moment produced by the load within the car, as well as the weight of the superstructure. The flanged reinforcements therefor which constitute a part of the inner and outer end sections of the end post, are particularly eilective in giving the end posts their requisite strength without the addition of unnecessary weight.

What I claim is:

1. For use in a multi-section, articulated car having a vestibule unit between car sections which includes a vestibule drum supported in part by a guide roller, a door end post comprising a .box column having a plurality of reinforcing ribs lying in planes which are substantially 25 parallel to the longitudinal center line of the car, said column having'one of its walls making an acute angle with the car center line for sup-- porting one or more of the guide rollers.

2. In a railway car frame, a door end post comprising a plurality of sections permanentLv connected together at their margins to provide a channel, incombination with a section removably secured to the sides of the channel, said section being a structural element of said door post and forming with said channel a box column adapted to serve as an air duct.

3. In a railway car frame, a door post comprising a channel, in combination with a section removably secured to the sides of the channel, said section being a structural element of 

